Car-fender.



1.1.GBRAGHTY..

CAB FENDER.

APPLIoATIoN FILED 111111.14, 1910.

Patented Feb. 14; 1911.

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J. P. GERAGHTY.

GAB. FENDER.

APPLICATION FILED MAR. 14, 191e.

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JOHN P. GERAGI-ITY, OF JERSEY CITY, NEW JERSEY, ASSIGNOR OF FORTY-SEVEN AND ONE-HALF ONE-HUNDREDTI-IS TO I-IIMSELF, FORTY-SEVEN AND ONE-HALF ONE- HUNDREDTHS TO EDWARD F. KOPETSCHNY, OF JERSEY CITY, NEW JERSEY, AND FIVE ONE-HUNDREDTI-IS TO ELIZABETH GOODLAD, OF MONTGOMERY, NEW YORK.

CAR-FENDER.

Specification of Letters Patent.

Patented Feb. 14, 1911.

Application filed March 14, 1910. Serial N o. 549,146.

To all whom it may concern:

Be it known that I, J oI-IN P. GERAGHTY, a citizen of the United States, and a resident of Jersey City, inthe county of Hudson and State of New Jersey, have invented a new and Improved Car-Fender, of which the following is a full, clear, and exact description.

lPhe object of the invention is to provide a new and improved car fender, arranged to insure the safe picking up of a person or other obstruction in the path of the fender and without danger of maiming or otherwise injuring the person or other obstruction.

For the purpose mentioned, use is made of a main pivoted frame, normally held above the track by a holding device, adapted to be released to allow the main frame to swing down onto the track, and an apron connected at its forward end with a frame mounted to swing and to slide on the main frame, the rear end of the apron being connected with a rod having an up and down movement, the said rod being connected with the said sliding frame, so that a person or other obstruction falling into the apron causes an upward movement thereof at t-he front end and lowering at the rear end, to safely retain the person or other obstruction. A practical embodiment of the invention is represented in the accompanying drawings forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure l is a side elevation of the car fender as applied to one end of a car; Fig. 2 is a plan view of the same; Fig. 3 is an enlarged sectional side elevation of the front end of the fender; and Fig. 4 is an enlarged y sectional side elevation of part of the reat the lower ends on links H, extending upwardly and rearwardly, and pivoted on arms E', forming parts of the uprights E. On the top of each side bar of the main frame D is secured a lengthwise-extending notched bar D2 (see Fig. 4c), having one of its notches engaged by the cut-out portion I of a crank shaft I, journaled in the shoes G, the crank I2 of the said crank shaft I being connected with the rear end of a rod J extending rearwardly from a yieldingly mounted frame J, extending in front of the main frame D. The yieldingly mounted frame J is preferably formed of two parallel rods J2, connected with each other at intervals by connecting pieces J 3 (see Figs. l and 2), and the said rods J 2 are provided with rearwardly-extending arms J 1, slidingly engaging the heads D3 held on the forward ends of the side bars of the main frame D. The inner ends of the arms J 4 of the yieldinglyemounted frame J are pressed on by springs K (see Fig. 3), to hold the said frame J normally in a forward position, the forward movement of the frame J being limited by pins L, held on the heads D3 and projecting through elongated slots J 5 in the arms J t. The arms JA1 are mounted to travel between wheels N and N journaled on the bottom and top of the heads D3 of the main frame the wheels N being adapted to engage and travel on the track at the time the main frame D is swung downward, as hereinafter more fully eX- plained.

The apron O, of any approved construction, is connected at its forward end to a transverse rod P, normally seated in open bearings Dl formed on the heads Dg of the main frame D (sce Fig. 3), and the rear upper end of the apron O is attached to a rod Q, mounted to slide up and down in vertical guideways E2, formed or secured on the uprights E. By the arrangment described, the apron O is held freely suspended in a rearwardly and upwardly curved position, as plainly indicated in Fig. l.

The forward rod P is connected with links P', fulcrumed on slides R, mounted to slide lengthwise on the side bars of the main frame D, and the said slides R are pivotally connected by rearwardly-extending links S, with bell crank levers T, fulcrumed on the arms E of the uprights E, the said bell crank levers being also connected by links V with the ends of the rear apron rod QJ, so as to hold the latter normally in an uppermost position, as indicated in Fig. 1.

Now when the several parts are in the normal position illustrated in full lines in Fig. 1, then the main frame D extends approximately in a horizontal position a short distance above the track, and when an obstruction is on the track and is struck by the forwardly-extending frame J, then the latter is pushed rearwardly against the tension of the springs K, and in doing so the rod J of the frame J, engaging the crank I2, causes the turning of the crank shaft I, whereby the cut-out portion I is moved out of engagement with `the corresponding notches in the bars D2, whereby the shoes G are unlocked and are free to slide rearwardly, and in doing so allow a downward swinging movementof the main frame D, as indicated in dotted lines in Fig. 2, so that the wheels N finally travel on the road bed or track. The obstruction falls into the apronO, and in doing so exerts a downward pull on the rear upper portion of the apron O, to move the rod Q downward, and in doing so causes the links V to impart a swinging motion to the bell crank levers T, which by the links S push the slides It forward, whereby the forward apron rod P is swung upward and forward, it being understood that the weight of the obstruction falling in the apron O, as previously mentioned, causes the rod P to disengage the bearings D4. Now by the arrangement described, the main frame D is released and swung downward, and the apron O is lowered at its rear upper end and raised and moved forward at its forward end, so as to safely retain the obstruction and prevent the latter from rolling out of the apron O before Athe car A can be stopped in its forward movement. After the obstruction is removed from the apron O, the parts can be readily returned to their normal position, by the operator swinging the frame D upward and causing the shoes G to move forward, to be re-locked'in place by the crank shaft I being turned sufficiently to engage the notched bar D2, as the frame J is pushed forward by the action of its springs K, and the crank shaft I is turned during this movement into locking position. The slides R are then returned by the operator, to allow rengaging the rod P with the bearings D* and cause the bell crank lever T to raise the rear apron rod Q back into its uppermost position.

The fender shown and described is very simple and durable in construction, and can be readily applied to cars as now constructed. By the use of the adjustable hangers C, the main frame D can be raised or lowered to suit the condition of the road bed,y over which the car passes.

Having thus described my invention, I claim as new and desire to secure by Letters Patent:

l. A car fender, comprising a main frame supported from a car, means for normally holding the frame above the track, means for releasing the frame on encountering an obstruction to permit the said frame to swing downwardly, a pivotally and slidably mounted apron frame, and means whereby the apron frame will be slid forwardly and its front eind swung upwardly upon the downward swinging movement of the main frame.

2. A car fender, comprising a main frame supported from the car, a holding device connected with the said main frame to normally hold the sam-e above the track, a releasing device mounted on the said main frame and connected with the said holding device for releasing the latter to permit the main frame to swing downward on encountering an obstruction in the path of the fender, an apron frame mounted on the said main frame, an apron connected at its forward end with the forward end of the said apron frame, and an operating device connected with the rear end of the said apron and with the said apron frame.

3. A car fender, comprising a swinging main frame, a pivoted and sliding carried by the main frame, an apron having one end secured to the pivoted and sliding frame, and a connection between the rear end of the apron and the pivoted and sliding frame.

et. A car fender, comprising a main frame,

slides on the said main frame, a swing frame pivoted on the said slides, an apron connected at its forward end with the forward end of the said swing frame, and a connec tion between the rear end of the said apron and the said slides.

5. A car fender, comprising a main frame, slides on the said main frame, a swing frame pivoted on the said slides, an apron connected at its forward end with the forward end of the said swing frame, a rod mounted to slide up and down and connected with the rear end of the said apron, and bell crank levers connected with the said rod and with the said slides.

6. A car fender, comprising an upright supported on the car, a main frame mounted to swing on the lower end of the said upright, a yieldingly mounted frame fitted to slide on the said main frame, links connected with the said upright and provided with a shoe slidingly engaging the said main frame, and a locking device for locking the said shoe in position on the said main frame and controlled by the said yieldingly mounted frame.

frame n A car fender, comprising an upright supported on the car, a mam frame mounted l to swing on the lower end of the said up- CIY right, a yieldingly mounted frame fitted to slide on the said main frame, links connected with the said upright and provided with a shoe slidingly engaging the said main frame, a notched bar secured lengthwise on the said main frame, a crank shaft journaled in the said shoe and having a eut-out portion adapted to engage one of the notches in the said bar, and a link connecting the crank of the said shaft with the said yieldingly mounted frame.

8. A car fender, comprising an upright supported on the ear and provided at its upper end with vertical guideways, a main frame pivoted on the said upright and having a front head, a slide on the said main frame, a link connected with the -said slide and extending forwardly, a transverse front rod carried by the said forward end of the said link and resting on the said frame head, an apron attached at its forward end to the said front rod, a rear rod mounted to slide up and down in the said guideways and connected with the rear end of the said apron, a bell crank lever fulcrumed on the said upright, links connecting the said bell crank lever with the said rear rod, and links connecting the said bell crank lever with the said slide.

9. A car fender, comprising an upright supported on the ear and provided at its upper end with vertical guideways, a main frame pivoted on the said upright and hav ing a front head, a slide on the said main frame, a link connected with the said slide and extending forwardly, a transverse front rod carried by the forward end of the said link and resting on the said front head, an apron att-ached at its forward end to the said front rod, a rear rod mounted to slide up and down in the said guideways and connected with the rear end of the said apron, a bell crank lever fulcruined on the said upright, links connecting the said bell crank lever with the said rear rod, links connecting the said bell crank lever with the said slide, a supporting link fulerumed on the said upright and provided with a shoe slidingly engaging the'said main frame, a notched bar secured lengthwise on the said main frame, a crank shaft journaled on the said shoe and having a cut-out portion engaging one of the notches of the said bar, anda yieldingly mounted frame tted to slide on the head of the said main frame and connected with the crank of the said crank shaft.

In testimony whereof I have signed my name to this specification .in the presence of two subscribing witnesses.

JOHN P. GERAGHTY.

Witnesses:

JOSEPH W. HOBAN, HUGH F. MCLAUGHLIN. 

